Sprung bogie for railway and tramway cars



Oct. 4,1932. sElDEL I 1,881,139

SPRUNG BOGIE FOR RAILWAY AND TRAMWAY CARS Filed Dec. 16, 1930 2 Sheets-Sheet l 0d. 4, 1932. 5E|DEL 1,881,139

SPRUNG BOGIE FOR RAILWAY AND TRAMWAY CARS Filed Dec. 16. 1930 2 Sheets$heet 2 V 13 E9 6', 1] A 0 J2 Patented Oct. 4, 1932 PATENT OFFICE ARNOLD SEIDEL, OF BERLIN-CH ARLOTTENBURG, GERMANY SPRUNG BOGIE FOR RAILWAY AND TRAMWAY CARS Application filed December 16, 1930, Serial No.

This invention relates to a sprung bogie for railway and tramway cars having a bogie arrangement with three vertical king pins arranged side by side. It is known'to construct the bogie in three parts in such a manner, that ach part oscillates around a separate vertical pin and the two outer bogie parts are longitudinally shiftable in stationary guides relative to the central part, divided axles being, however, necessary with individual bearings for the wheels. As the carriage guides of the bogie parts in this instance take the place of the usual stationary axles, the stressing conditions of this three-part bogie are so unfavorable, that the danger of derailment is greater than in the case of the ordinary bogie with one king pin.

' According to the invention however the bogie is relieved from the weight of the car and from the lateral load forces in that suspension springs are provided in conjunction with one-piece axles and a guiding for the axles by a bogie with only one king pin, said springs directly absorbing the load forces and being oscillatable around separate vertical pins mounted on the car, the ends of the springs extending to the axles or axle boxes without coming into contact with the bogie frame. The axle boxes are provided with sliding faces or rollers for the purpose of longitudinally guiding the ends of the springs.

By this arrangement the spring suspensions hitherto usually employed become superfluous.

Consequently the centres of the springs do not travel along the car frame but the springs are only rotatable around their points of support on the'car frame. The longitudinal dis placement on the other hand occurs at both ends of the springs, each on a roller or on a sliding face above or below the axle box. Thus therollers take'the place of the slide faces between bogie and car below the longitudinal girders, or for the supporting springs of another type of bogie the main supporting springs are directly substituted. Particularly in this last type of construction objectionable hunting movements are produced.

The b nothing more than a light frame for guiding into consideration the 502,832, and in Germany December 17, 1929.

the two axles in the direction of travel, for

accommodating the brake rods and the brake cylinder and for transmitting the braking thrust forces. The actual loading and the curve stressing take place directly from the car onto the axles of every two wheels in a similar manner as in the ordinary arrangement of railway axles without bogie.

The technical advantages. obtained are briefly the following 1.Limitation of the function of the bogie to the guiding of the axles in the direction of travel and the taking up of the braking thrust.

2.-'Avoiding of separate springs engaging on the king pin bogie and the car or avoiding lations of various frequencies.

Ell-Reduction of the non-sprung axle masses to about 66 95 by limitation of the axle oscillation to the light spring ends and by the fact, that the weights of the bogies. especially at the rail jointremain in position of rest, i. e. do not participate in the axle oscillation.

L-Much softer springing at the rail j oint, as the axles are not sprung separately in the bogie, but the entire spring systenLparticipates entirely during the vertical axl'e movements.

5.--Replacement of the two bogie cylinders, each by a roller or slide face above and below each axle box, on which the four spring ends bear on each side of the car, thereby reducing of the load acting upon each separate roller by 75% and removing of the danger of a jerkwise lifting, as there is always force contact between the ends of the springs and the supporting rollers.

6.Owing to the displacement of the travelling supporting points during the turning of the guide frame of the axles directly onto the ends of the springs, the spring suspension, otherwise general and Which must take changeable chord length of the springs, becomes superfluous.

An embodiment of the invention is illussupporting between the of bogie osciltrated by way of example in the accompanyogie according to the invention is' ing drawings in whic Fig. 1 shows the bogie in side elevation.

Fig. 2 is a top plan view of Fig. 1.

Fig. 3 is a section through the entire arrangement with the king pin of the bogie frame and one horizontal pin of each of the two groups of springs.

Fig. 4 is a section through the guide of the axle or of the axle box in the bogie frame.

Fig. 5 is a section through a side elevation of the bridge rigidly bolted to the car.

Fig. 6 is a top plan View of Fig. 5.

he two groups of springs l, 2 and 3, 4 are mounted oseillatably around the horizontal pins 5, 6, 7 and 8 in the forged parts 9 and 10-, which are arranged in the vertical subdivided bearings 11 and 12 of the bridge 13 rigidly connected to the ear. The bogie 15 is suspended on the king pin 14 by a ball joint 17 which has vertical play on the pin 14. The bridge rests on a. supporting spring 16. Instead of the bogie 15 being suspended on the ball joint 17 and the supporting spring 17, it may be suspended on a vertical pin with suitably long guiding surface, in order to limit'the movement of the bogie to the rotary movement and to prevent a swinging to one side or the other. The axle boxes 18 and 19 of the wheels 20 and .21 are connected the one with the other by the two vsprings 1, 2 and 3, 4 respectively, which rest with their straight ends on guide rollers 22, 23, 24, 25 provided with end flanges. The springs oscillate around the pins 5, 6 and 7, 8 respectively in the common forged parts S) and 10 respectively, which are in turn rotatable in the vertical bearings 11 and 12 respectively of the rigid bridge 13. The arms of the bogie 15 leading to the axle boxes I are supported above and below the axle box on intermediate pressure buffer or blade springs 26 having a low carrying power for I taking up the brake turning moment, when the brake is applied. The dead Weight of the bogie frame including brakes, brake cylinders and compressed air auxiliary cylinders is carried by the pressure or buffer spring mounted" in the fulcrum of the bogie frame, suspended by ball joint, for the purpose of keeping-within the smallest limits the shocks of the rail joints on the wheels by reducing the moved masses. By mounting the bogie on a long cylindrical king pin instead of on a ball pin, the springs 26 evidently are also omitted, besides the spring 16 and the bogie with the additional weight of the brakes does not participate at all in the vertical axial movement.

I claim 1. A relieved bogie for railway and tramway cars, comprising in combination with the two one-piece wheel axles, axle boxes one for each end of each axle, a single king pin for the bogie, a bridge rigidly connected to the car on said king pin, a vertical arm on each end of said bridge, horizontal'supporting pins, one on each end of each of said arms, and a. spring oscillatable around each of said horizontal pins bearing at each end on one of said axle boxes without coming into contact with the bogie.

2. A relieved bogie for railway and tramway cars, comprising in combination with the two one-piece wheel axles, axle boxes one for each end of each axle, rollers one on each end of each axle box, a single king pin for the bogic, a bridge rigidly connected to the car on said king pin, a vertical arm on each end of said bridge, horizontal supporting pins one on each end of each of said arms, and a spring oseillatable around each of saidhorizontal supporting pins bearing at each end on one of said rollers without coming into contact with the bogie.

In testimony whereof I ailix my signature.

ARNOLD "SEIDEL. 

